Its 258lb ft of torque is available all the way from 2000 to 5200rpm, despite less maximum boost pressure than the Forester (15.9psi versus 17.1psi), fuel economy is an impressive 25 percent better on the American combined cycle than the WRX STI’s carry-over 2.5-litre engine. A new CVT automatic transmission is also offered, complete with paddles.

The new 2.0-litre engine fitted to that rigid body shell makes plenty of power and has minimal turbo lag. It may not have the character of past WRX engines but it’s still rather impressive. It’s only flawed by overly anxious boost control on light throttle and a lack of verve past 6000rpm.

You sense the higher rate springs but the dampers keep all in order. It doesn’t ride brilliantly but given the focus of the car and the body control offered, it’s a good setup - at least on U.S. roads.

The WRX features open front and rear differentials and, when driven like a hooligan with the ESP off, you tend to get inside wheelspin instead of lurid slides. A shame.

Inside, the interior is an improvement but still carries some classic Subaru demons. The 4.3-inch centre LCD display is nice, showing boost pressure and other info. The steering wheel feels special, although we wish Subaru learned from the BRZ that a proper, round setup is preferred (versus the flat-bottom).

The cloth seats are grippy and comfortable. It’s the detailing and the plastics that remind you that the Japanese still don’t play at the same level as the Germans in this segment.